EP1778961A1 - Systeme de commande de moteur thermique - Google Patents

Systeme de commande de moteur thermique

Info

Publication number
EP1778961A1
EP1778961A1 EP05767826A EP05767826A EP1778961A1 EP 1778961 A1 EP1778961 A1 EP 1778961A1 EP 05767826 A EP05767826 A EP 05767826A EP 05767826 A EP05767826 A EP 05767826A EP 1778961 A1 EP1778961 A1 EP 1778961A1
Authority
EP
European Patent Office
Prior art keywords
hydrogen
acceleration
rate
gasoline
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05767826A
Other languages
German (de)
English (en)
Other versions
EP1778961B1 (fr
Inventor
Yasushi Ito
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1778961A1 publication Critical patent/EP1778961A1/fr
Application granted granted Critical
Publication of EP1778961B1 publication Critical patent/EP1778961B1/fr
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to control systems for internal combustion engines, and more particularly, to a control system of an internal combustion engine which uses both a main fuel such as gasoline, and hydrogen, as fuels.
  • Japanese Patent Laid Open No. 2004-116398 discloses information on a conventional internal combustion engine adapted to be operable with gasoline and hydrogen as its fuels.
  • a hydrogen adding rate is determined for reduced NOx emissions, and the gasoline and the hydrogen are injected at the adding rate.
  • Patent Document 1 Japanese Patent Laid Open No. 2004-116398
  • Patent Document 2 Japanese Patent Laid Open No. Hei 6-200805
  • the present invention was made in order to solve such problem as mentioned above, and it is an object of the invention to provide a control system of an internal combustion engine which injects a main fuel into an air intake port, the control system being able to improve response of torque during acceleration.
  • the above object is achieved by a control system for an internal combustion engine according to a first aspect of the present invention.
  • the control system for an internal combustion engine includes a main fuel injection valve for injecting a main fuel into an air intake port. and a hydrogen injection valve for injecting hydrogen.
  • the control system for an internal combustion engine is adapted to supply the main fuel and the hydrogen as fuels.
  • Acceleration mode fuel supply means is provided for supplying at least the hydrogen during acceleration.
  • the above object is achieved by a control system for an internal combustion engine according to a second aspect of the present invention.
  • the control system for an internal combustion engine includes a main fuel injection valve for injecting a main fuel into an air intake port, and a hydrogen injection valve for injecting hydrogen.
  • the control system for an internal combustion engine is operated at a hydrogen adding base rate predefined according to a particular operating state.
  • Acceleration mode hydrogen adding rate setting means by which an addition mode hydrogen adding rate for use in acceleration is set to be higher than the hydrogen adding base rate is provided.
  • Acceleration mode fuel supply means by which, during acceleration, at least the hydrogen is supplied on the basis of the addition mode hydrogen adding rate set by the acceleration mode hydrogen adding rate setting means is provided.
  • the acceleration mode hydrogen adding rate setting means may set the acceleration mode hydrogen adding rate so that this rate becomes a maximum during initial acceleration and then gradually decreases.
  • a first aspect of the present invention it is possible, by supplying the hydrogen that does not adhere to a port during acceleration, at least as part of a fuel, to suppress a delay in a flow of the fuel into a cylinder and thus to improve response of torque during acceleration.
  • the acceleration mode hydrogen adding rate used during acceleration can be optimized considering a behavior of a main fuel due to the amount of main fuel adhering to an air intake port wall surface and the like.
  • FIG. 1 is a diagram explaining a configuration of an internal combustion engine in a first embodiment of the present invention.
  • Fig. 2 is a flowchart of the hydrogen adding rate control routine executed in the first embodiment of the present invention.
  • Figs. 3A to 3E are timing charts showing an example of the operation implemented by the processing routine shown in above Fig. 2.
  • Figs. 4A to 4F are timing charts showing an example of the operation implemented by the system of the second embodiment of the present invention.
  • Fig. 1 is a diagram explaining a configuration of an internal combustion engine 10 in a first embodiment of the present invention.
  • the internal combustion engine 10 has a piston 12 that reciprocates inside a cylinder of the engine.
  • the internal combustion engine 10 also has a cylinder head 14.
  • a combustion chamber 16 is formed between the piston 12 and the cylinder head 14.
  • An air intake passageway 18 and an exhaust passageway 20 are communicated with the combustion chamber 16.
  • An air intake valve 22 and an exhaust valve 24 are disposed in the air intake passageway 18 and the exhaust passageway 20, respectively.
  • a throttle valve 26 is also provided in the air intake passageway 18.
  • the throttle valve 26 is an electronically controlled throttle valve whose throttle angle position can be controlled independently of an accelerator angle position.
  • a gasoline injection valve 28 for injecting the gasoline that is a main fuel, into the air intake port, is provided in the air intake passageway 18.
  • a gasoline tank 32 is communicated with the gasoline injection valve 28 via a gasoline supply pipe 30.
  • the gasoline supply pipe 30 has a pump 34 between the gasoline injection valve 28 and the gasoline tank 32.
  • the pump 34 can supply the gasoline to the gasoline injection valve 28 at a required pressure. This allows the gasoline injection valve 28 to open itself by receiving the driving signal supplied from outside, and thus to inject an appropriate amount of gasoline into the air intake port according to a particular duration of the opened state of the valve.
  • An ignition plug 36 is installed at the cylinder head 14 in such a way as to protrude from the top of the combustion chamber 16 down into the chamber 16.
  • a hydrogen injection valve 38 for injecting a hydrogen gas directly into the combustion chamber 16 is also provided therein.
  • a system of the present embodiment has a hydrogen tank 40 for storing at high pressure the hydrogen placed in a gaseous state.
  • the hydrogen tank 40 has a hydrogen supply pipe 42 communicating therewith.
  • the hydrogen supply pipe 42 is communicated with the hydrogen injection valve 38.
  • a regulator 44 is installed between the hydrogen tank 40 and the hydrogen injection valve 38. According to this configuration, hydrogen is supplied to the hydrogen injection valve 38 at the required pressure reduced by the regulator 44.
  • Ahydrogen pressure sensor 46 that develops an output according to a pressure of the hydrogen gas supplied to the hydrogen injection valve 38 is also built into the hydrogen supply pipe 42, between the regulator 44 and the hydrogen injection valve 38.
  • the system of the present embodiment also has an ECU 48.
  • an accelerator position sensor 50 and various sensors for detecting an engine speed and other factors are connected to the ECU 48 in order to monitor an operating state of the internal combustion engine 10.
  • the above mentioned throttle valve 26, gasoline injection valve 28, pump 34, ignition plug 36, hydrogen injection valve 38, and other pieces of equipment are also connected to the ECU 48.
  • the ECU 48 can appropriately drive the foregoing pieces of equipment by conducting required processing based on outputs of the above sensors.
  • the amounts of gasoline and hydrogen supplied are controlled to respective optimal values on the basis of the hydrogen adding base rate "RBase" predefined according to the particular operating state of the internal combustion engine 10. Better combustion is thus implemented.
  • the hydrogen adding base rate "R B ase” is predefined as a ratio between the amounts of heat generated by the gasoline and by the hydrogen.
  • Fig. 2 is a flowchart of the hydrogen adding rate control routine executed by the ECU 48 of Fig. 1. It is assumed in Fig. 2 that this routine is executed periodically at required time intervals.
  • this routine is executed periodically at required time intervals.
  • whether an accelerator angle position change ratio is greater than its predetermined value is judged first (step 100).
  • an acceleration flag is set to ON and at the same time, an acceleration timer is set to its ⁇ initial value (step 102).
  • step 104 is executed.
  • step 104 whether the acceleration flag is in an ON state is judged (step 104) .
  • the hydrogen adding base rate "R Ba se” is set as a hydrogen adding rate to be used at this time (step 106).
  • the hydrogen adding base rate "RBase” is set according to the particular operating state beforehand. That is to say, the hydrogen adding base rate "RBase” that has been defined from a relationship with the operating state (i.e. , relationship between load factor and engine speed) is stored as a map in the ECU 48. In the system of the present embodiment, in the relatively low load regions used as normal operating regions, gasoline lean burn operation with the hydrogen is executed using a setting of the above map.
  • gasoline lean burn operation with the hydrogen is executed using the gasoline and the amount of hydrogen based on the hydrogen adding base rate "RBase”/ as fuels.
  • gasoline stoichiometric operation is executed using only gasoline as a fuel (i.e., with the hydrogen adding base rate "RBase” as zero) .
  • step 104 the acceleration flag is judged to be in an ON state, whether a value of the acceleration timer is greater than 0 is identified (step 108). As a result, if "Acceleration timer value > 0" is judged not to be established, the acceleration flag is set to an OFF state (step 110).
  • the hydrogen adding base rate "RBase” is also set in this case as the hydrogen adding rate to be used at this time (step 106).
  • an acceleration mode hydrogen adding rate "R A CC” is set as the hydrogen adding rate to be used at this time (step 114).
  • the acceleration increment "a” used here is set to take a larger value as the accelerator angle increases, and "a” is maintained at a constant value during an operating period of the acceleration timer.
  • FIG. 3A to 3E show, from a top diagram to a bottom diagram in order, time varying changes in accelerator angle, in accelerator angle position change ratio, in acceleration flag state, in acceleration timer value, and in acceleration incremental value "a”.
  • the accelerator angle starts increasing at time "ti” when an accelerator pedal is stepped on.
  • the acceleration flag is set to ON and measurement of the certain timer operating period ("t 2 -ti") is started by the acceleration timer.
  • the acceleration mode hydrogen adding rate "R A cc" used during the operating period of the acceleration timer is, as mentioned above, set to the value obtained by adding the acceleration increment "a” of Fig. 3E to the hydrogen adding base rate "R B as ⁇ " •
  • the acceleration mode hydrogen adding rates "R AOO " at each point of time after acceleration has been started always increase by acceleration incremental value "a”, with respect to the hydrogen adding base rate "R Ba s ⁇ ” at the above point of time that becomes constant or changes, depending on the operating state. More specifically, in the internal combustion engine 10 operated at the hydrogen adding base rate "R B ase” predefined according to the particular operating state, values of the hydrogen adding base rate "RBase” existing before and after the acceleration are likely to take the following relationships when the operating state is changed by the acceleration.
  • the hydrogen adding base rates "R B ase” may not change before or after the acceleration, or the hydrogen adding base rates “R B ase” after the acceleration has been started may become smaller than before the start of the acceleration.
  • operation in the region of the gasoline lean burn operation with the hydrogen may shift to acceleration in a gasoline stoichiometric operating region (for example, a change of the hydrogen adding base rate "R B ase” from 20 percent to 0 percent brings about such acceleration) .
  • acceleration may occur within a gasoline stoichiometric operating region without the hydrogen.
  • the adding rate of the hydrogen which does not adhere to the port during acceleration is increased, a delay in the flow of the gasoline into the cylinder can be compensated for by supplying the hydrogen.
  • the response of torque during acceleration can thus be improved.
  • the acceleration mode fuel supply means employed in the present invention is not limited to the above method. That is to say, during acceleration, the required amount of hydrogen may be injected with or in stead of gasoline into an internal combustion engine not having a setting of a hydrogen adding rate according to the particular operating state.
  • the hydrogen supply means employed in the present invention is not limited to the above method.
  • hydrogen may be injected into the air intake port by building the hydrogen injection valve 38 into the air intake passageway 18, since the hydrogen is a gaseous fuel that does not adhere to the port.
  • the ECU 48 executes processing of above step 114, and this achieves the "acceleration mode adding ratio setting means" in the earlier mentioned second aspect of the present invention.
  • a system of the present embodiment is realized by making an ECU 48 execute a routine similar to that of Fig. 2, by use of the system configuration of the above described first embodiment. More specifically, processing in the routine similar to that of Fig. 2 is essentially the same as the processing routine shown in Fig. 2, except that a setting of an acceleration incremental value " ⁇ " of a hydrogen adding ratio differs from the setting of the acceleration incremental value "a" in the above described first embodiment. For this reason, description based on a flowchart will be omitted hereinafter and a description will be given of setting an acceleration mode hydrogen adding rate "R ACC " in the present second embodiment referring to figs. 4A to 4F.
  • Figs. 4A to 4F are timing charts showing an example of the operation implemented by the system of the present embodiment.
  • Figs. 4A to 4E show time varying changes in accelerator angle, in accelerator angle position change ratio, in acceleration flag state, in acceleration timer value, and in acceleration incremental value " ⁇ ", respectively.
  • Fig. 4F shows time varying changes in a flow of the gasoline into the cylinder during acceleration.
  • time "tl” when acceleration is started, the amount of gasoline injected into the air intake port is increased and part of the injected gasoline adheres to a wall surface and others of the intake port. Therefore the flow of the gasoline into the cylinder is not increased immediately after the start of acceleration.
  • the gasoline flows into the cylinder with the timing delay shown as (t 3 -ti) in Fig. 4F. And after this delay, the flow of the gasoline into the cylinder begins to increase when the amount of fuel adhering to the intake port leaves the wall surface and others of the port.
  • the acceleration incremental value " ⁇ " at the acceleration mode hydrogen adding rate "R A CC” is set to become a maximum during initial acceleration, namely, a delay period (t 3 -ti) , then gradually decrease as the gasoline flow becomes able to follow up the acceleration, and finally, become equal to the hydrogen adding base rate "R B ase” when the operation of the acceleration timer is completed.
  • the ECU 48 has the acceleration incremental value " ⁇ ” stored as a map that has been defined from a relationship with the acceleration timer value.
  • the ECU 48 calculates the acceleration mode hydrogen adding rate "R A CC" by adding the hydrogen adding base rate "R ⁇ ase" at each stage during acceleration to the acceleration incremental value "B” referring to the map.
  • the ECU 48 has a map of the delay period (t 3 -ti) that has been defined from a relationship with the acceleration angle position change amount and its ratio.
  • the acceleration incremental value " ⁇ " during initial acceleration is set to become a maximum during the delay period (t 3 -ti) referring to the map.
  • the acceleration incremental value " ⁇ ” is also set to increase in overall level with an increase in the accelerator angle.
  • the acceleration timer has its operating period (t 2 -ti) set to ensure a period during which the gasoline flow becomes able to sufficiently follow up the acceleration. According to these settings, the acceleration mode hydrogen adding rate "R AC C" used during acceleration can be optimized considering a behavior of the gasoline adhering to the air intake port wall surface and the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Selon l'invention, afin que le taux d'addition d'hydrogène en mode d'accélération 'RAcc', utilisé lors l'accélération excède le taux de base d'addition d'hydrogène 'RBase', prédéfini selon un état d'exploitation particulier, le taux d'addition d'hydrogène en mode d'accélération 'RAcc' est établi comme valeur obtenue par addition du taux de base d'addition d'hydrogène 'RBase' et d'une valeur incrémentielle d'accélération 'a'. Pendant l'accélération, au moins l'hydrogène est fourni en fonction du taux d'addition d'hydrogène en mode d'accélération 'RAcc'.
EP05767826A 2004-07-29 2005-07-20 Systeme de commande de moteur thermique Ceased EP1778961B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004221071A JP4120625B2 (ja) 2004-07-29 2004-07-29 内燃機関の制御装置
PCT/JP2005/013678 WO2006011494A1 (fr) 2004-07-29 2005-07-20 Systeme de commande de moteur thermique

Publications (2)

Publication Number Publication Date
EP1778961A1 true EP1778961A1 (fr) 2007-05-02
EP1778961B1 EP1778961B1 (fr) 2010-03-03

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EP05767826A Ceased EP1778961B1 (fr) 2004-07-29 2005-07-20 Systeme de commande de moteur thermique

Country Status (6)

Country Link
US (1) US7444994B2 (fr)
EP (1) EP1778961B1 (fr)
JP (1) JP4120625B2 (fr)
CN (1) CN1989328A (fr)
DE (1) DE602005019744D1 (fr)
WO (1) WO2006011494A1 (fr)

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Also Published As

Publication number Publication date
JP2006037888A (ja) 2006-02-09
EP1778961B1 (fr) 2010-03-03
DE602005019744D1 (de) 2010-04-15
CN1989328A (zh) 2007-06-27
JP4120625B2 (ja) 2008-07-16
WO2006011494A1 (fr) 2006-02-02
US7444994B2 (en) 2008-11-04
US20080060616A1 (en) 2008-03-13

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